Method of making a hybrid composite instrument panel

ABSTRACT

A method of forming a vehicular instrument panel includes the steps: melting a first composite comprising carbon fibers and nylon resin; melting a second composite comprising glass fibers and nylon resin; injecting the melted composites into an instrument panel mold such that the carbon and glass fibers are each substantially concentrated within respective driver-side and passenger-side portions of the mold; and cooling the melted composites to form an instrument panel. The method may also include the step: forming a boundary region between the first and second melted composites in the mold such that the carbon and glass fibers in the mold are substantially mixed within the boundary region.

FIELD OF THE INVENTION

The present disclosure generally relates to composite component designs,and more particularly relates to composite vehicular instrument paneldesigns and methods for making the same.

BACKGROUND OF THE INVENTION

It is becoming more common for vehicles to utilize lightweightcomponents and designs in order to decrease vehicle weight, particularlyin large, interior vehicle components such as instrument panels. Weightreductions can increase vehicle performance and fuel economy. Weightsavings may be realized by substituting current materials of vehiclecomponents with lighter weight materials. However in some cases, lighterweight materials employed in vehicles can have less mechanical integritythan their heavier weight counterparts.

In other cases, certain lighter weight materials, such as carbon fibercomposites, can actually have improved mechanical performance overconventional materials. Unfortunately, the manufacturing costs of makingvehicular components with these materials can be prohibitive or at leastnot low enough to offset the potential improvements in vehicleperformance and fuel economy. Further, these stronger compositematerials are often employed in large vehicular components that haveonly one or a handful of regions that actually require elevatedmechanical performance.

Accordingly, there is a need for lighter-weight vehicular materialshaving better or comparable mechanical performance when compared toconventional materials. There is also a need to tailor the mechanicalproperties in particular regions within these components for theparticular application, thus minimizing the use of expensive reinforcingmaterials and maximizing mechanical property enhancements where it isrequired in the component.

SUMMARY OF THE INVENTION

According to one aspect of the present disclosure, a method of forming avehicular instrument panel includes the steps: melting a first compositehaving carbon fibers and nylon resin; and melting a second compositehaving glass fibers and nylon resin. The method also includes the steps:injecting the melted composites into an instrument panel mold such thatthe carbon and glass fibers are each substantially concentrated withinrespective driver-side and passenger-side portions of the mold; andcooling the melted composites to form an instrument panel.

According to another aspect of the present disclosure, a method offorming a vehicular component includes the steps: melting a firstcomposite having a first fiber material and a first resin; and melting asecond composite having a second fiber material and a second resin. Themethod also includes the steps: injecting the melted composites into amold such that the first and second composites are each substantiallyconcentrated into respective first and second portions of the mold; andcooling the melted composites to form a vehicular component.

According to a further aspect of the present disclosure, a method offorming a vehicular component includes the steps: melting a firstcomposite having a first fiber material and a resin; and melting asecond composite having a second fiber material and a resin. The methodalso includes the steps: injecting substantial portions of the first andsecond melted composites into respective first and second portions of amold; and cooling the mold to form a vehicular component having aboundary region comprising a mixture of the first and second composites.

These and other aspects, objects, and features of the present inventionwill be understood and appreciated by those skilled in the art uponstudying the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a front perspective view of a vehicular instrument panelwithin a vehicle according to one embodiment;

FIG. 2 is an exploded top perspective view of the instrument paneldepicted in FIG. 1;

FIG. 3 is a bottom elevational view of a vehicular component accordingto a further embodiment;

FIG. 4 is a top perspective view of an injection molding systemaccording to an additional embodiment;

FIG. 5A is a cross-sectional view of the injection molding system ofFIG. 4 during a step of injecting molten composites into a mold, takenat line X-X;

FIG. 5B is a cross-sectional view of the injection molding system ofFIG. 4 during a step of cooling the melted composites, taken at lineX-X; and

FIG. 6 is a schematic of a method for forming a vehicular componentusing the injection molding system of FIG. 4 according to anotherembodiment.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” and derivativesthereof shall relate to the disclosure as oriented in FIG. 1. However,it is to be understood that the disclosure may assume variousalternative orientations, except where expressly specified to thecontrary. It is also to be understood that the specific devices andprocesses illustrated in the attached drawings, and described in thefollowing specification are simply exemplary embodiments of theinventive concepts defined in the appended claims. Hence, specificdimensions and other physical characteristics relating to theembodiments disclosed herein are not to be considered as limiting,unless the claims expressly state otherwise.

Referring to FIG. 1, a cabin 10 of a vehicle 14 is depicted. The vehicle14 includes a driver-side region 18 and a passenger-side region 22.Inside the cabin 10 is an instrument panel 26, among other vehiclecomponents, such as a windshield 36. The instrument panel 26 is locatedvehicle forward in the cabin 10 beneath the windshield 36. Theinstrument panel 26 has a driver-side portion 40, a center-stack portion44, and a passenger-side portion 48. These portions of the instrumentpanel 26, and particular regions or locations within them, often havediffering mechanical property requirements.

As used in this disclosure, “outboard” refers to the lateral sides orregions most proximate to a driver-side door 52 and a passenger-sidedoor 56 in the vehicle 14. The term “inboard” as used in this disclosurerefers to a central area in the vehicle 14 inboard from the laterallyopposing outboard sides or regions.

The driver-side and passenger-side portions 40, 48 of the instrumentpanel 26 are in substantial proximity to respective driver-side andpassenger-side regions 18, 22 of the vehicle 14. The driver-side portion40 of the instrument panel 26 includes an instrument cluster 60 coveredby an instrument cluster hood 64. Located below the instrument cluster60 is a steering column 68. The steering column 68 is supported by theinstrument panel 26 and engages a steering system (not shown) vehicleforward of the instrument panel 26. The steering column 68 extends fromthe steering system into the cabin 10 through the instrument panel 26.The steering column 68 has a steering wheel 72 disposed in the cabin 10in the driver-side region 18 of the vehicle 14. The steering wheel 72includes a driver airbag 76 which deploys upon a vehicle collisionevent. As such, the driver-side portion 40 of the instrument panel 26can have demanding mechanical requirements, particularly at locationswhere it must support other vehicular components subject to variableloads and motion, e.g., steering column 68.

Still referring to FIG. 1, disposed on each outboard side of theinstrument panel 26 is a side air vent 80. The instrument panel 26 alsoincorporates a set of central air vents 84 located in the center-stackportion 44 of the instrument panel 26. The center-stack portion 44 ofthe instrument panel 26 is located between the driver-side portion 40and the passenger-side portion 48. The center-stack portion 44 includesan interface 88 that is operable by occupants of both the driver-sideand the passenger-side regions 18, 22 of the vehicle 14. Thecenter-stack portion 44 is connected to both the driver-side portion 40and the passenger-side portion 48 of the instrument panel 26.

As also depicted in FIG. 1, the passenger-side portion 48 of theinstrument panel 26 includes a glove box assembly 110, and a passengerairbag assembly 114 that is located above the assembly 110. The glovebox assembly 110 includes a glove box door 118 permitting access to aglove box bin (not shown). In some embodiments, the glove box assembly110 is a separate component from the instrument panel 26 and is insertedand attached during manufacturing. In other embodiments, the glove boxbin of the assembly 110 is integrally formed from an instrument panelsubstrate 120 (FIG. 2) of the instrument panel 26 and the glove box door118 is a separate component that is attached during manufacturing.Depending on the configuration of passenger side portion 48, it may havecentral regions or locations that require additional mechanicalreinforcement, such as where it contains or attaches to glove boxassembly 110.

Referring again to FIG. 1, the passenger airbag assembly 114 includes apassenger airbag chute 124 (FIG. 2), and other components such as apassenger airbag, an airbag canister, and an inflator. During a vehiclecollision event, the passenger airbag is inflated by the inflator (notshown), thereby causing the passenger airbag to expand from the canisterthrough the passenger airbag chute 124 (FIG. 2) and out of theinstrument panel 26. The inflation and expansion of the airbag generateshigh stresses in surrounding components which can lead to structuralfailure of the instrument panel 26 if not properly reinforced. In someembodiments, the instrument panel substrate 120 (FIG. 2) of theinstrument panel 26 may also include knee airbag canisters for theoccupants of both the driver-side and passenger-side regions 18, 22,potentially necessitating additional reinforcement.

Referring now to FIG. 2, the instrument panel 26 includes the instrumentpanel substrate 120 and a reinforcement 150. The reinforcement 150 islocated vehicle forward of the substrate 120 and is coupled to thesubstrate 120 at multiple points. The substrate 120 and thereinforcement 150 may be coupled via adhesive bonding, vibrationwelding, hot plate welding, or other forms of joining. The reinforcement150 includes a driver-side portion 154, a center-stack portion 158, anda passenger-side portion 162. The reinforcement 150 defines a steeringcolumn aperture 166 and a glove box aperture 170 on the respectivedriver-side and passenger-side portions 154, 162. Flanges 174 arelocated within the center-stack portion 158 of the reinforcement 150 andextend vehicle rearward to engage and couple with a center-stack portion180 of the substrate 120.

As also depicted in FIG. 2, the instrument panel substrate 120 includesa driver-side portion 184, the center-stack portion 180, and apassenger-side portion 188. The driver-side portion 184 of the substrate120 defines a steering column opening 192 which aligns with the steeringcolumn aperture 166 of the reinforcement 150 when the substrate 120 andthe reinforcement 150 are coupled. The steering column 68 (FIG. 1)passes through both the steering column aperture 166 and the steeringcolumn opening 192, and is attached to the substrate 120 via a steeringcolumn mounting area 196, as shown in FIG. 2. The steering columnmounting area 196 is located on the substrate 120 proximate to thesteering column opening 192. In some embodiments, a jacket for thesteering column 68 may be integrally formed in the substrate 120proximate to the mounting area 196. In other embodiments, a mountingbracket or a support bracket may be integrally formed in the substrate120 proximate to the steering column opening 192 for supporting thesteering column 68. The coupling of the reinforcement 150 to thesubstrate 120 provides sufficient strength for the mounting area 196,and ultimately the instrument panel 26, to support the weight of thesteering column 68 without the use of a cross-car beam. As such, certainregions or locations in the driver-side portion 184 of the substrate 120may require and/or benefit from additional reinforcement.

Still referring to FIG. 2, the center-stack portion 180 of theinstrument panel substrate 120 includes an electronics bay 200 forhousing and mounting the interface 88 (FIG. 1) as well as otherelectronic components. The center-stack portion 180 is located betweenand is integrally connected to both the driver-side and passenger-sideportions 184, 188 of the substrate 120. Depending on the electroniccomponents and other components deployed in the center-stack portion180, additional localized reinforcement in the substrate 120 with hybridcomposites in these regions could provide mechanical performance and/orweight savings benefits.

The passenger-side portion 188 of the instrument panel substrate 120defines a glove box opening 204 and a passenger airbag assembly opening208 for housing the respective glove box assembly 110 (FIG. 1) andpassenger airbag assembly 114 (FIG. 1). In some embodiments, thesubstrate 120 may be configured to further define a glove box bin and/oran airbag canister as integral bodies that extend from the respectiveglove box and passenger airbag assembly openings 204, 208. In otherembodiments, the reinforcement 150 could be configured to define a glovebox bin and/or an airbag canister. The substrate 120 and thereinforcement 150 can also be configured to define knee airbagcanisters.

As also depicted in FIG. 2, a duct 212 is located between the instrumentpanel substrate 120 and the reinforcement 150. The duct 212 conveys airwhen bonded to the reinforcement 150. The air travels though the duct212 to a set of substrate vent openings 216 which direct the air to theside and central air vents 80, 84 of the instrument panel 26 (FIG. 1).Attached to the reinforcement 150 is a plenum bracket 220 which connectswith a firewall (not shown) of the vehicle 14. The plenum bracket 220prevents bending of the instrument panel 26 in a vehicle forward andrearward direction. The plenum bracket 220 can also provide additionalsupport for the steering column 68 (FIG. 1), coupled to the substrate120.

Referring again to FIG. 2, the instrument panel substrate 120 is formedfrom a hybrid composite material according to an embodiment of thisdisclosure. In one exemplary embodiment, the driver-side portion 184 canbe formed from a nylon resin having chopped carbon fibers disposed inthe resin. The passenger-side portion 188 can be formed from a nylonresin having chopped glass fibers disposed in the resin. In general,regions in the substrate 120 with higher percentages of chopped carbonfibers can have enhanced mechanical properties (e.g., toughness, tensilestrength, fatigue resistance). The carbon fiber volume fraction and theglass fiber volume fraction in the passenger-side and driver-sideportions 184, 188 may be between about 1% and about 60%, preferablybetween about 15% and about 40%, and more preferably between about 30%to about 40%. In some embodiments, the fiber volume fraction in thedriver-side portion 184 may be different from the fiber volume fractionin the passenger-side portion 188 of the substrate 120. In additionalembodiments, areas of the substrate 120 that are anticipated toencounter high stresses are configured to incorporate higher fibervolume fractions of chopped carbon fibers than areas not expected toexperience high stresses. For example, the mounting area 196 mayincorporate a higher fiber volume fraction, particularly of choppedcarbon fibers, than the rest of the driver-side portion 184 of thesubstrate 120 to aid in supporting the steering column 68. In anotherexample, the surfaces of the instrument panel substrate 120 andreinforcement 150 subject to high stress during airbag deployment mayincorporate higher fiber volume fractions. In further embodiments, thedriver-side and passenger-side portions 184, 188 of the substrate 120may incorporate more than two composite materials.

In some embodiments, the fibers employed in the driver-side andpassenger-side portions 184, 188 of the instrument panel substrate 120can be composed of materials including carbons, aramids, aluminummetals, aluminum oxides, steels, borons, silicas, silicon carbides,silicon nitrides, ultra-high-molecular-weight polyethylenes, A-glasses,E-glasses, E-CR-glasses, C-glasses, D-glasses, R-glasses, and S-glasses.Driver-side and passenger-side portions 184, 188 may also incorporatemore than one type of fiber. In some embodiments, the length of thechopped fibers can be between about 3 mm and about 11 mm, and morepreferably between about 5 mm and about 7 mm. Typically, the fibers arerandomly oriented in the resins within the driver-side andpassenger-side portions 184, 188. However, they may also besubstantially aligned directionally in areas of the substrate 120subject to high directional stresses. Further, the resins employed inthe driver-side and passenger-side portions 184, 188 can comprise anylon, a polypropylene, an epoxy, a polyester, a vinyl ester, apolyetheretherketone, a poly(phenylene sulfide), a polyetherimide, apolycarbonate, a silicone, a polyimide, a poly(ether sulfone), amelamine-formaldehyde, a phenol-formaldehyde, and a polybenzimidazole,or combinations thereof. In some embodiments, the resin of thedriver-side portion 184 may be different from the resin employed in thepassenger-side portion 188 of the substrate 120. It should also beunderstood that the reinforcement 150 and its driver-side, center-stackand passenger-side portions 154, 158, 162 can be fabricated with hybridcomposite materials comparable to those described above in connectionwith substrate 120. For example, the driver-side portion 154 of thereinforcement 150 can be formed from a nylon resin having chopped carbonfibers disposed in the resin. The passenger-side portion 162 can beformed from a nylon resin having chopped glass fibers disposed in theresin. Further, the volume fraction of the fibers in the resins,preferably the chopped carbon fibers, may be greater in areas subject tohigher stress levels than in the rest of the reinforcement 150.

Still referring to FIG. 2, the chopped carbon and glass fibers aresegregated in the substrate 120 of the instrument panel 26 such that thecarbon fibers are substantially concentrated in the driver-side portion184 of the substrate 120 and the glass fibers are substantiallyconcentrated in the passenger-side portion 188 of the substrate 120. Ingeneral, the center-stack portion 180 of the substrate 120 is composedof both chopped carbon and glass fibers. In some embodiments, thecenter-stack portion 180 may primarily include carbon fibers, orprimarily glass fibers. In other embodiments, the carbon fibersprimarily contained in the driver-side portion 184 may also partiallyoccupy the passenger-side portion 188 of the substrate 120. In furtherembodiments, the carbon fibers primarily in the driver-side portion 184may also occupy portions of the substrate 120 which are subject to highstress, regardless of passenger-side or driver-side orientation. Forexample, airbag deployment surfaces located in or on the substrate 120or reinforcement 150 can include higher percentages of carbon fibers foradditional mechanical reinforcement. The segregation of the fibers,e.g., chopped carbon and glass fibers, in the substrate 120 allows thehigher strength fiber, e.g., carbon fiber, to be selectively used wherethere are particular high strength needs for the substrate 120, such asto support the steering column 68. The selective use of high percentagesof carbon fibers based on driver/passenger orientation relative to thevehicle 14 allows a cost savings by efficiently using the more expensivecarbon fibers only where needed.

As also shown in FIG. 2, a boundary region 240 can exist in someembodiments at the interface between the driver-side and passenger-sideportions 184, 188 of the instrument panel substrate 120. The boundaryregion 240 includes a mixture of both types of fibers and resin(s)employed in the driver-side and passenger-side portions 184, 188 of thesubstrate 120. The mixing of fibers within the boundary region 240ensures that an integral connection exists between portions of thesubstrate 120 composed of different composite materials. In oneembodiment, the boundary region 240 may span or otherwise encompass theentire center-stack portion 180 of the substrate 120. In anotherembodiment, the boundary region 240 may be present only between thecenter-stack and passenger-side portions 180, 188, or between thedriver-side and center-stack portions 184, 180 of the substrate 120. Theboundary region 240 can also be located anywhere in the substrate 120where there is an interface between portions of the substrate 120containing differing fiber fractions, fiber types and/or resins. In oneexemplary embodiment, driver-side portion 184 may have an approximate30% to 40% volume fraction of chopped carbon fibers in a resin, thepassenger-side portion 188 may have an approximate 30% to 40% volumefraction of chopped glass fibers in the resin, and the center-stackportion 180 or the boundary region 240 may have an approximate 15% to20% volume fraction of chopped carbon fibers and an approximate 15% to20% volume fraction of chopped glass fibers in the resin. In thisconfiguration, the driver-side portion 184 is particularly reinforcedwith higher percentages of chopped carbon fibers relative to otherportions of the substrate 120.

According to some embodiments, the instrument substrate 120 and/or thereinforcement 150 of the instrument panel 26 may incorporate one or morepreformed fiber mats in addition to the portions containing choppedfibers in a resin or resins. The preformed fiber mats may include wovenor non-woven fibers that are held together using the same or differentresins as employed in the driver-side and passenger-side portions 184,188 of the substrate 120. The mats may also incorporate fibers havingdifferent dimensions from the fibers employed in the driver-side andpassenger-side portions 184, 188 of the substrate 120. Similarly, thefibers of the mats may be in either a continuous or choppedconfiguration. The fibers of the mats may also be composed of a materialhaving the same or a different composition from that of the fibersemployed in the driver-side and passenger-side portions 184, 188 of thesubstrate 120. The mats may be incorporated in areas of the substrate120 and/or the reinforcement 150 having high or low fiber volumefractions. Multiple mats may be used and layered in varying orientationsin order to further enhance the mechanical properties of the substrate120 and/or reinforcement 150 at particular locations. Exemplarylocations in the substrate 120 for placement of the mat include, but arenot limited to: the steering column mounting area 196, airbag assemblyopening 208, glove box opening 204, coupling locations between thereinforcement 150 and the substrate 120, and other locations anticipatedto experience higher stress levels compared to stresses in other areasof the substrate 120.

The utilization of a hybrid composite containing carbon fibers in thesubstrate 120 and the reinforcement 150 permits the vehicle 14 to bedesigned and manufactured without a cross-car beam. Conventionalcross-car beams are thick metal components traditionally used to supportthe instrument panel 26 and the steering column 68 of the vehicle 14. Inaddition to adding significant weight to the vehicle 14, the cross-carbeam occupies a potential storage space behind the instrument panel 26and obstructs placement of the passenger airbag assembly and the glovebox assembly 110. Without the cross-car beam, the vehicle 14 can achievegreater fuel efficiency as well as enhanced design freedom for theinstrument panel 26 and its subassemblies.

Referring now to FIG. 3, the foregoing aspects of the instrument panelsubstrate 120 and reinforcement 150 (see FIGS. 1 and 2 and thecorresponding description) can extend to other components, such as avehicular component 250. Here, component 250 has a first portion 254comprising a first fiber material 258 within a first resin 262. Thecomponent 250 also has a second portion 266 including a second fibermaterial 270 within a second resin 274. Between the first and secondportions 254, 266 of the component 250 is a component boundary region278 having a mixture of the first and second fiber materials 258, 270within the first and second resins 262, 274. The first and secondportions 254, 266 can be in substantial proximity to respectivepassenger-side and driver-side regions 18, 22 (FIG. 1). As depictedschematically in FIG. 3, component 250 can be a headliner for the cabin10 of the vehicle 14. But it should be understood that component 250 maybe another component located inside or on the vehicle 14 (FIG. 1)suitable for fabrication from a hybrid composite according to theforegoing principles. The first and second fiber materials 258, 270 ofthe component 250 may be selected from the same group of fibers employedin the substrate 120. Further, the first and second fiber materials 258,270 employed in the first and second portions 254, 266 may have the sameor comparable fiber length and fiber volume fractions as the driver-sideand passenger-side portions 184, 188 of the substrate 120. Similarly,the first and second resins 262, 274 of the component 250 can have acomposition comparable to the resin or resins employed in the substrate120. Further, the component 250 may incorporate a fiber mat comparableto the fiber mat described earlier in connection with the substrate 120.

Referring now to FIG. 4, an injection molding system 300 is depictedthat includes a heater 302, a pump 304, a controller 308, a mold 312,and a pair of injection lines 316 according to one embodiment. Theheater 302 melts a first composite 230 and a second composite 234 andthe pump 304 pressurizes and forces the melted first and secondcomposites 230, 234 through the injection lines 316, and into the mold312 via connection ports 320. The pump 304 is capable of producing highfluid pressures which permit the first and second composites 230, 234 tobe injected into the mold 312 at high pressures and speeds. Eachinjection line 316 engages one of the connection ports 320 on the mold312 such that the first and second composites 230, 234 can enter themold 312 at different locations. In some embodiments of system 300, morethan two composite materials can be injected into the mold 312. In theseconfigurations, the injection molding system 300 can include separateinjection lines 316 for each material and the mold 312 may containseparate connection ports 320 for each additional injection line 316.

When solidified, the first and second composite materials 230, 234 ofFIG. 4 are suitable for formation of a final component, e.g., theinstrument panel substrate 120, reinforcement 150, component 250. Thefirst composite 230 includes the first fiber material 258 within thefirst resin 262. Similarly, the second composite 234 includes the secondfiber material 270 within the second resin 274. Accordingly, the firstand second fiber materials 258, 270 and the first and second resins 262,274 may be composed of any of the respective fibers and resins disclosedin conjunction with the instrument panel substrate 120, thereinforcement 150, or the component 250.

Again referring to FIG. 4, the mold 312 has an A-plate 324 and a B-plate328, each plate defining approximately half of a cavity 332 of the mold312. The A-plate 324 includes the connection ports 320 through which thefirst and second composite materials 230, 234 enter the mold 312. The A-and B-plates 324, 328 each contain an impression of one half of thefinal vehicular component (e.g., vehicular component 250, substrate 120,reinforcement 150, etc.) such that when the mold 312 is closed, thenegative impressions define the mold cavity 332 with the approximatedimensions of the final component. In some embodiments, the mold 312 mayinclude inserts and/or subassemblies to aid in formation of the finalcomponent.

As shown in FIG. 5A, the mold 312, when configured to form a substrate120, has a driver-side portion 336, a center-stack portion 340, and apassenger-side portion 344 oriented to form the respective portions 184,180, 188 of the substrate 120 (FIG. 2). During injection of the meltedfirst and second composites 230, 234, a pressure is exerted on the mold312 such that the A-plate 324 and the B-plate 328 are forced together.The force acting on the mold 312 prevents mold separation and flashingfrom occurring on the substrate 120. The mold 312, while depicted in aclosed state in FIG. 5A, may be opened by separating the A-plate 324 andthe B-plate 328. While the mold 312 is in an open state, the substrate120 may be ejected, and the mold 312 and cavity 332 can then be cleaned.The injection molding system 300 employing mold 312 may also be used ina like manner as described above to form the reinforcement 150, theplenum bracket 220, the vehicular component 250, or a variety of othervehicle components suitable for being fabricated with hybrid composites.

Referring now to FIG. 6, a schematic of a method 360 configured forformation of a final component, such as the substrate 120 of theinstrument panel 26, is provided. The method 360 includes five primarysteps, steps 364, 368, 372, 376, and 380. The method 360 begins withstep 364 of melting the first and second composites 230, 234, followedby step 368 of preparing the injection molding system 300. Next, thestep 372 of injecting the first and second melted composite materials230, 234 into the cavity 332 of the mold 312 is performed. The step 376of cooling the melted first and second composites 230, 234 to form thefinal component, e.g., substrate 120 of the instrument panel 26, isconducted next. Finally, the step 380 of removing the final componentfrom the mold 312 is performed.

Referring to FIGS. 4-6, step 364 involves heating the first and secondcomposites 230, 234 in the heater 302 to a temperature sufficient tomelt the resin constituents. With the resins melted, the pump 304 isable to push the melted first and second composites 230, 234 through theinjection lines 316 and into the cavity 332 of the mold 312 via theconnection ports 320. The first and second composites 230, 234,particularly when comprising nylon resin, can be injected at atemperature between 100° C. and 400° C., and more preferably between210° C. and 275° C. The melted first and second composites 230, 234typically are superheated to a sufficiently high temperature to preventtheir premature solidification in the injection lines 316 beforereaching the cavity 332. As used herein, the term “superheat” refers tothe temperature difference between the melting temperature and theinjection temperature of the first and second composites 230, 234. Thesuperheat is also necessary to ensure that the first and secondcomposites 230, 234 have sufficiently low viscosity to enter narrowareas of the cavity 332. The superheat may be between 10° C. and 50° C.for composites 230, 234. Other injection temperatures and superheatconditions may be appropriate depending on the compositions selected forthe composites 230, 234, geometry of the mold 312, and other conditions.

Step 368 of preparing the injection molding system 300 may include taskssuch as preheating the mold 312, priming the injection lines 316, and/orplacing a preassembled fiber mat or multiple mats into the cavity 332 ofthe mold 312. Step 372 of injecting the first and second composites 230,234 may have a duration of between 5 seconds and 30 seconds, and morepreferably between 10 seconds and 20 seconds. Other durations may beappropriate for more complex mold cavity 332 geometries and/or lowermelt viscosity compositions for the composites 230, 234. In someembodiments, the injection of the melted first and second composites230, 234 may be simultaneous, while in other embodiments, each compositeis injected separately. During the injection step 372, the melted firstand second composites 230, 234 are injected into respective driver-sideand passenger-side portions 336, 344 of the mold 312 (see FIG. 5A),thereby causing substantial segregation of the fibers in the finalcomponent, e.g., substrate 120. The composites 230, 234 may also beinjected at other points in the cavity 332 to create the desiredsegregation or other properties.

Referring again to FIGS. 4-6, step 376 of cooling the melted first andsecond composites 230, 234 to form the final component, e.g., substrate120, occurs while the mold 312 is held under pressure and chilled. Themold 312 may be water chilled or may be air chilled to promotesolidification of the final component. After solidification of thesubstrate 120, the mold is opened and step 380 of removing the finalcomponent is carried out by actuating a series of ejection pins (notshown) to eject the final component from the B-plate 328 of the mold312.

With particular reference to FIG. 5A, a cross section of the mold 312configured to produce the substrate 120 is depicted during the step 372of injecting the first and second composite materials 230, 234 into thecavity 332 of the mold 312. The first and second composites 230, 234 areinjected through a series of gates (not shown). The cavity 332 may befilled by injection of the first and second composites 230, 234 intorespective driver-side and passenger-side portions 336, 344 of thecavity 332. Upon entering the mold 312, the melted first and secondcomposites 230, 234 fluidly flow through the cavity 332 toward eachother.

Referring now to FIG. 5B, at a predetermined location in the cavity 332,the melted first and second composites 230, 234 continue to flow towardeach other to combine to form the boundary region 240. The boundaryregion 240 includes a mixture of fibers and resins from the first andsecond composites 230, 234 and may have a width between 1 mm and 50 mm.The location and width of the boundary region 240 is controlled throughdesign of the mold 312, processing parameters of the injection moldingsystem 300 and the particular composition selected for the first andsecond composites 230, 234. The processing parameters may be controlledby the controller 308 (FIG. 4). In one exemplary embodiment, more thantwo composite materials having different compositions may be injectedinto the cavity 332 during the injection step 372. In thisconfiguration, there can be a boundary region 240 between each of thecomposite materials such that each boundary region 240 has a differentcomposition from the others. Upon cooling and solidification of thefirst and second composites 230, 234, the mixture of the resins andfibers within the boundary region 240 creates an integral connectionbetween the first composite material 230 and the second compositematerial 234, thereby holding the substrate 120 or other final componenttogether.

It is to be understood that variations and modifications can be made onthe aforementioned structure without departing from the concepts of thepresent invention. For example, the present disclosure of a hybridcomposite and its method of manufacture could be equally applied to thegrille of a motor vehicle. Attachment points in a hybrid compositegrille, for example, may require added reinforcement in the form ofchopped carbon fibers. Further, it is to be understood that suchconcepts are intended to be covered by the following claims unless theseclaims by their language expressly state otherwise.

What is claimed is:
 1. A method of forming a vehicular instrument panel,comprising the steps: melting a first composite comprising carbon fibersand nylon resin; melting a second composite comprising glass fibers andnylon resin; injecting the melted composites into an instrument panelmold such that the carbon and glass fibers are each substantiallyconcentrated within respective driver-side and passenger-side portionsof the mold; and cooling the melted composites to form an instrumentpanel.
 2. The method of claim 1, wherein the first composite in thedriver-side portion of the mold has a carbon fiber volume fraction inthe nylon resin of about 15% to about 40%.
 3. The method of claim 1,wherein the carbon fibers of the first melted composite aresubstantially concentrated in the driver-side portion and a center-stackportion of the mold.
 4. The method of claim 1, wherein the carbon fibersof the first composite have an average fiber length of about 5 mm toabout 7 mm.
 5. The method of claim 1, further comprising the step:forming a boundary region between the first and second melted compositesin the mold, wherein the carbon and glass fibers in the mold aresubstantially mixed within the boundary region.
 6. The method of claim1, wherein the step for injecting the melted composites into aninstrument panel mold is performed such that both the first and secondmelted composites are injected into the mold at the same or about thesame time.
 7. A method of forming a vehicular component, comprising thesteps: melting a first composite comprising a first fiber material and afirst resin; melting a second composite comprising a second fibermaterial and a second resin; injecting the melted composites into a moldsuch that the first and second composites are each substantiallyconcentrated into respective first and second portions of the mold; andcooling the melted composites to form a vehicular component.
 8. Themethod of claim 7, wherein the first and second fiber materials areselected from the group of materials consisting of carbons, aramids,aluminum metals, aluminum oxides, steels, borons, silicas, siliconcarbides, silicon nitrides, ultra-high-molecular-weight polyethylenes,A-glasses, E-glasses, E-CR-glasses, C-glasses, D-glasses, R-glasses, andS-glasses.
 9. The method of claim 7, wherein the first and second resinsare selected from the group of materials consisting of a nylon, apolypropylene, an epoxy, a polyester, a vinyl ester, apolyetheretherketone, a poly(phenylene sulfide), a polyetherimide, apolycarbonate, a silicone, a polyimide, a poly(ether sulfone), amelamine-formaldehyde, a phenol-formaldehyde, and a polybenzimidazole.10. The method of claim 7, wherein the first and second resins havesubstantially the same composition.
 11. The method of claim 7, whereinthe step for injecting the melted composites into a mold is performedsuch that both the first and second composites are injected into themold at the same or about the same time.
 12. The method of claim 7,further comprising the step: forming a boundary region between the firstand second melted composites in the mold, wherein the first and secondfibers of the respective first and second composites are substantiallymixed within the boundary region.
 13. The method of claim 7, wherein thefirst and second fiber materials each have an average fiber length ofabout 5 mm to about 7 mm.
 14. The method of claim 7, wherein the firstcomposite in the first portion of the mold has a first fiber volumefraction in the first resin of about 15% to about 40%.
 15. A method offorming a vehicular component, comprising the steps: melting a firstcomposite comprising a first fiber material and a resin; melting asecond composite comprising a second fiber material and a resin;injecting substantial portions of the first and second melted compositesinto respective first and second portions of a mold; and cooling themold to form a vehicular component having a boundary region comprising amixture of the first and second composites.
 16. The method of claim 15,wherein the first and second fiber materials are selected from the groupof materials consisting of carbons, aramids, aluminum metals, aluminumoxides, steels, borons, silicas, silicon carbides, silicon nitrides,ultra-high-molecular-weight polyethylenes, A-glasses, E-glasses,E-CR-glasses, C-glasses, D-glasses, R-glasses, and S-glasses.
 17. Themethod of claim 15, wherein the first and second resins are selectedfrom the group of materials consisting of a nylon, a polypropylene, anepoxy, a polyester, a vinyl ester, a polyetheretherketone, apoly(phenylene sulfide), a polyetherimide, a polycarbonate, a silicone,a polyimide, a poly(ether sulfone), a melamine-formaldehyde, aphenol-formaldehyde, and a polybenzimidazole.
 18. The method of claim15, wherein the step for injecting substantial portions of the first andsecond melted composites into the mold is performed such that both thefirst and second melted composites are injected into the mold at thesame or about the same time.
 19. The method of claim 15, wherein thefirst and second fiber materials each have an average fiber length ofabout 5 mm to about 7 mm.
 20. The method of claim 15, wherein the moldcomprises a fiber mat reinforcement and the step for injectingsubstantial portions of the first and second melted composites furthercomprises injecting the melted composites in and around the fiber matreinforcement, and further wherein the vehicular component furthercomprises the reinforcement.